- Started 100-percent stock
- No intentions to use the original engine
- Keep a “Chevelle” as much as possible
Found the right one
In 1964 when the Chevelle model was debuted, it was considered a “senior compact” sized car in the Chevrolet lineup, being larger than the Corvair compact but smaller than the full-sized Impala line, and rode on a 115-inch wheelbase.
A few years back with this car fanatic, the opportunity came up to purchase a super clean 1965 Super Sport model —a survivor that was what one could consider a “Granny car,” in that it was 100-percent stock and in good overall shape, looking as it was never abused, so he jumped at the chance and soon started to convert it from a pristine stocker to the heavily modded version.
A 350-hp version could be ordered with a fully synchronized 4-speed manual gearbox, posi-traction rear gears with 3.31:1 ratio, sintered-metallic brakes, and a beefier front and rear suspension package. As equipped, that was a true “muscle car” by anyone’s standards. Additionally, there were some 201 375-hp “Z-16” 396-cid big block Chevelles made during the 1965 model year.
This owner had no intentions to use the original engine, transmission or rear end. It was to build a fun and flashy Chevy however, he did want to keep the car a “Chevelle” as much as possible, so no complete replacement of the chassis and not a whole lot in the way of radical changes to the interior or sheet metal, he even kept the firewall basically stock.
A solid engine selection
The engine chosen to propel this ’65 Super Sport Chevelle was a 6.2L L92 V8 “LS Series” GM crate engine, sold for truck applications over the counter at GM and speed shops. It’s a sturdy 403-hp powerplant that features all the good stuff;
- deep-skirted aluminum block and heads
- six-bolt mains
- variable valve timing
- needle-bearing rocker arms
- beehive valve springs
- coil-on-plug ignition
- high-flow heads with 2.16-inch intake
- 1.59-inch exhaust valves
To get the ball rolling on the soon-to-be revised GM crate engine, the first thing done was to tear the assembly all apart and replace the standard crankshaft with a forged “stroker” model from Scat Enterprises, along with new connecting rods, which upped the engine displacement from 376 cubic inches to 414 cubes. Next came the replacement of the L92 heads with Dart Pro 1 LS-1 units, aftermarket pieces with CNC-blended combustion chambers, 68cc, for improved airflow and flame propagation and the decision was made to keep the stock L92 camshaft, however a set of Comp Cam roller rockers were used instead of the GM items.
As it turned out, the L92 camshaft with .500-inch lift, 198-degree intake, and 209-degree exhaust duration, was ideal for the intended use of a supercharger, which was an MP2300 model sourced from Magnuson. When the supercharger system was installed, an intercooler was added which is fitted under the intake manifold in the valley between the cylinder heads for extra usable power. The kit included all the necessary components;
- cast aluminum rear-driven supercharger
- cast aluminum intake manifold
- liquid-to-air intercooler core
- heat exchanger
- coolant circulation pump,
- high-capacity fuel injectors
- fuel rails and mounting hardware to complete the installation.
BF Goodrich G-Force T/A tires were chosen and sized at 245/40 ZR18. The Foose wheels are Nitrous II and provide an aggressive yet classic look.
Nice Details!
Chevrolet 12-bolt rear ends are normally the choice or traditionally have been the choice, for high-performance Chevelle applications like this one over the years. However, in this case, when the time came to select a rear differential for the car, there was only one way to go, a Currie 9-inch!
Good look outside and in!
In the end
The Chevelle was finished and had the bugs sorted out before he took it on the Hot Rod Cruise, where it performed flawlessly to the delight of all.
